A PROPOSED TOURISM ROAD TO GIMARCO FALLS

A Thesis
Presented to the Department of Civil Engineering
Cebu Institute of Technology University
Cebu City, Philippines

In Partial Fulfillment
Of the Requirements for the Degree
Bachelor of Science in Civil Engineering

By
Graham Russell S. Ceba
Nessel Christian C. Labajo
Glenn Ephrain C. Manalili
Jade Carmel P. Mativo
Dexter James V. Mecares
Dave M. Regalado

September 2018
 APPROVAL SHEET

This proposal entitled, “A PROPOSED ROUTE FROM BARANGAY

GIMARCO TABANGO, LEYTE TO GIMARCO FALLS”, prepared and submitted by:
Graham Russell Ceba, Nessel Christian Labajo, Glenn Ephrain Manalili, Jade
Carmel Mativo, Dexter James Mecares, Dave Regalado in partial fulfillment of the
requirements for the degree Bachelor of Science in Civil Engineering is hereby
recommended for approval.

Engr. Jhed Chan Jambongana

________________________________________

Adviser
Date: _____________

Engr.
_________________________________________
Engr. __________________________________
Panelist Panelist
Date: _____________ Date: _____________

This proposal is approved in partial fulfillment of the requirements for the degree

of Bachelor of Science in Civil Engineering.

Engr.
_________________________________________
Engr. Suzette B. Pacaña
__________________________________

Thesis Coordinator Chair, Civil Engineering Department

Date: _____________ Date: _____________

DR. EVANGELINE C. EVANGELISTA

Dean, College of Engineering and Architecture
Date: ________________

ii
 TABLE OF CONTENTS
Page
TITLE PAGE i
APPROVAL SHEET ii
TABLE OF CONTENTS iii
LIST OF FIGURES iv
CHAPTER 1 INTRODUCTION
1.1 Rationale 1
1.2 Conceptual Framework 3
1.3 Problem Statement 4
1.4 Significance of the Study 4
1.4.1 Scope and Limitations 5
1.5 Definition of Terms 5
CHAPTER 2 THEORETICAL BACKGROUND 7

CHAPTER 3 RESEARCH METHODOLOGY

3.1 Research Design 14
3.2 Research Environment 14
3.3 Research Procedure 15
CHAPTER 4 PRESENTATION, ANALYSIS AND
INTERPRETATION OF DATA
4.1 Deliberation for Choosing the Proposed Route
CHAPTER 5 SUMMARY OF FINDINGS CONCLUSION AND
RECOMMENDATIONS
5.1 Summary of Findings
5.2 Conclusion
5.3 Recommendations
BIBLIOGRAPHY
APPENDIX A
TRANSMITTAL LETTER

iii
APPENDIX B
TRAVERSE DATA
APPENDIX C
CUT AND FILL DATA
APPENDIX D
BUDGET
APPENDIX E
DOCUMENTATIONS
APPENDIX F
CURRICULUM VITAE

iv
 LIST OF TABLES

Table Page

1 Summary of Factors Affecting the Routes’ Efficacy

2 Route 1 (Traverse Data)

3 Route 2 (Traverse Data)

4 Route 3 (Traverse Data)

v
 LIST OF FIGURES

Figure Page

1 Flow of the Study 3

2 Location of the Study

3 Route 1 ( Brgy. Gimarco, Tabango, Leyte to Gimarco Falls)

4 Route 2 ( Brgy. Palid 1, Leyte, Leyte to Gimarco Falls)

5 Route 3 ( Brgy. Palid 1, Leyte, Leyte to Gimarco Falls)

6 Route 1 ( Cut and Fill)

7 Route 2 ( Cut and Fill)

8 Route 3 ( Cut and Fill)

vi
vii
 CHAPTER I

INTRODUCTION

1.1 Rationale

Road building, from ancient times, has been one of the first signs of an
advancing civilization (Funk & Wagnalls New World Encyclopedia, 2017). Over
the years, with the economic development of infrastructures in isolated areas,
road transport industry is instrumental in interconnecting these businesses to
drive trade, create employment, and ensure a better distribution of wealth. For
this reason, any penalty on road transport is an even greater penalty for a
country’s economy as a whole. Road networking therefore plays a crucial role in
the daily economic and social life of an industrialized and developing country
since it provides access to employment, social, health, education services, and
even surreal destinations that every individual would stay with relish.

Tourism is one of the income-generating businesses here in the

Philippines. Thus, to maximize economic and social benefits of the country, the
government of the Philippines has fully supported the Department of Tourism
(DOT) and Department of Public Works and Highways (DPWH) by proposing a
higher budget for the construction of more roads and infrastructures. The Duterte
administration wants to enhance access to tourism gateways, service centers
and economic zones that will expand opportunities in the countryside through
creating more jobs. Upon submission of the proposed national expenditure
program for fiscal year 2018, the government will support the P35-billion
convergence project to build access roads leading towards declared tourism
destinations, a significant increase of 184.6 percent from only P12.3 billion in
2017. ( Ma. Stella F. Arnaldo, August 8,2017)

It is a well-known fact that Philippines contain a lot of genuine

environmental sceneries but the lack of roads makes it difficult to reach these
destinations resulting to unexposed tourist spots and bad satisfaction rates. The
Gimarco Falls in Tabango, Letye could pose as an example for the failure of road
networking around the area.

Since road transportation is the backbone for a strong economy and

dynamic society, implementing a proposal for road designing in Barangay
Gimarco, Tabangon, Leyte shall be acknowledged. It is only legitimate and
indispensable to safeguard a road transportation industry throughout the area for
the development of its community resulting to a decline in poverty rate. Not only
shall this proposal provide access for tourist spots in Barangay Gimarco,
especially the Gimarco Falls, but also give the locals an opportunity to gain jobs
as infrastructure makes it way in such an isolated area. However, this expansion
poses great challenges to the safety and preservation of the environment but the
project construction’s negative by-products shall be minimized by promoting the
importance road transportation industry as well as the environment industry
during the process.

Moreover, this proposal shall therefore expand the potential of Gimarco

Falls as an income-generating tourist destination to help the barangay’s economy
and its people, and give the locals an access to the different government and
private services.

2
1.2 Conceptual Framework

Gathering Data

 Contour/ Elevation
 Existing Landmarks and Potential Tourist Spot
 DPWH Specifications and Standards

Process

 On site survey
 Road Cross-section
 Determination of Access Roads

Output

 Vertical and Horizontal Alignment

 Approximate Location of the Best Possible Routes and Access Roads
 Chosen Route
 Costing

Figure 1. Flow of the Study

3
1.3 Problem Statement

The study aims to propose a tourism route to Gimarco Falls. The study had
provided answers to the following questions:

1. Which route is the most suitable for the proposed plan in terms of:
1.1 Accessibility
1.2 Cost

2. What benefits will the chosen route bring the people of Gimarco?

1.4 Significance of Study

Tourism

The study will open and introduce Gimarco Falls as one of the best tourist
spots in the Philippines.

Government

The opening of Gimarco Falls could become a source of revenue for local
government.

Community

It will open employment and business opportunities for the local

residences.

Researchers

This study will enhance the learning of the researchers as students

particularly on concrete road construction and surveying that are main subjects of
researcher’s course

Future Researchers

This study can be used by future researchers as reference and guide in

conducting a study of same research.

4
1.5 Scope and Limitation

The study covered a portion of the area of Barangay Gimarco, Tabango,

Leyte and Barangay Palid I, Leyte, Leyte. The actual action was limited only to
gathering the topographic data of the area, determining the best route to be
constructed with respect to certain categories and specifications.

However, due to time constraint the researchers did not perform

hydrologic investigation and soil exploration. Even though these tests are
important, conducting it was deemed nonviable.

The costing will only cover facilities of engineer, other general

requirements, earthworks, sub-base course, and surface courses. The
researchers did not include the drainage and slope protection structures, and
miscellaneous structures because of the limited time.

1.6 Definition of Terms

The following terms were operationally defined for better understanding

Access Road - road providing a means of entry into a region or approach to

another road.

Area Type - the surrounding built and natural environment.

AutoCAD Civil 3D - a software for civil engineering design and documentation

solution that supports Building Information Modeling workflows.

Construction of roads - one of man’s earliest forms of construction. Roads are

defined as routes or paths that begin at one destination and lead to another.

Department of Public Works and Highways (DPWH) - one of the three

departments of the government undertaking major infrastructure projects.

Economic Zone - an area in which business and trade laws are different from the
rest of the country.

5
Google Earth Pro - a computer program that renders a 3D representation
of Earth based on satellite imagery.

Maps Me - an application that will aid in determining of certain coordinates.

Northing and Easting - a geographic Cartesian coordinates for a point. Easting

refers to the eastward- measured distance (or x- coordinate), while northing
refers to the northward- measured distance (or y-coordinate).

Road Opening - a road or highway allowing easy travel, especially one outside
an urban area.

Route Survey - comprised of all survey operations required for design and

construction of engineering works such as highways, pipelines, canals, or
railroads. 

Infrastructure - the fundamental facilities and systems serving a country, city, or

other area, including the services and facilities necessary for its economy to
function.

Tourism - the commercial organization and operation of vacations and visits to

places of interest.

6
 CHAPTER 2

THEORETICAL BACKGROUND

This project was conducted purposely to establish a highway design that

will take into consideration of the different basic design controls. Basic design
controls serves as the foundation for establishing the physical form, safety, and
functionality of the transportation facility. Selecting appropriate values or
characteristics for these basic design controls was essential to achieve a safe,
effective, and context-sensitive design (Allaire, 2006). Fruitful plans result from a
cautious equalization of wellbeing, versatility and limit needs with social,
financial, and natural needs. In the following sections, the basic design controls
and their effect on the physical attributes of a roadway or other facility were
examined.

The context of a roadway was a critical factor to consider in developing a

project’s purpose and need, making fundamental design decisions such as
cross-section determination, and selecting detailed design elements such as
street light fixtures or other construction materials. Development of a roadway
design that is sensitive to, and respectful of, the surrounding context was
important for project success. Historically, the highway design process has
focused on a project’s transportation elements, particularly those associated with
motor vehicle travel. A context-sensitive sensitive design should begin with
analysis of the contextual elements, such as environmental and community
resources, of the area through which a roadway passes (Allaire,2006).

For the researchers to have a comprehension of the zone encompassing

the road and the road' users, they considered the transportation components of
the roadway, its capacity inside the local transportation framework, and the fitting

7
level of access control. Along these lines, three fundamental components of
setting are considered in building up the plan.

First was the area type. The context of a roadway begins with its
environmental context, which includes nearby natural resources, terrain, and the
manmade environment. The environmental context can be a determinant of the
desired type of accommodation for different users. This context often establishes
the physical constraints of the roadway alignment and cross-section, and
influences the selection of motor vehicle design speed.

A roadway frequently traverses a variety of changing environs.

Additionally, the volume and character of pedestrian, bicycle, public transit, and
motor vehicle activity can change considerably along its route. Land use was the
fundamental determinant in the function of a road; as land use changes along the
road, the road’s functions also change. Roadways must be designed in a manner
that serves the existing land use while supporting the community’s future land
use goals.

Traditionally, roadways had been classified as either as “rural” or “urban”.

It was important to recognize that a roadway’s formal classification as urban or
rural may differ from actual ite circumstances or prevailing conditions. An
example includes a rural arterial route passing through a small ton. The route
may not necessarily be classified as urban, but there may be a significant length
over which the surrounding land use, prevailing speeds, and transportation
functions are more urban or suburban than rural. For this reason, it was
important for the designer, working with the community and project reviewers, to
determine an appropriate area type or types for a project early in the planning
process.

Second was the roadway type. The transportation network was composed
of several different types of roadways that provide different functions. The
primary purpose of some roads was to facilitate movement of vehicles (bicycles,
cars, trucks, buses and light rail) between major cities and towns. The primary

8
purpose of other roads was to provide access to the adjoining land. Roadway
type, defined by the facility’s role in the state and regional transportation system,
together with its area type, was an important contextual consideration for design.
The roadway type should be selected to reflect the actual role that the roadway
plays in the transportation system, as defined through the project development
process(Allaire, 2006).

Third was the access control. Access control was among the most useful
tools available to maintain safe and efficient roadway operations for all users.
Judicious use of median treatments, driveway permits, and safe driveway
geometry can improve roadway safety and enhance the operation of the road
without undue burden on accessing bordering property.

A fundamental expectation in roadway design was that all users will be

accommodated safely. Virtually all roadways serve a variety of users including
pedestrians, bicyclists, motor vehicle drivers and passengers. In a few cases,
such as freeways, roadways serve almost exclusively motor vehicle traffic. Early
in the process, the designer needs to determine the composition of users
anticipated for the facility. Appropriately accounting for all user characteristics
was essential for obtaining a safe and efficient roadway. Experience
demonstrates that when human and vehicular factors were properly
accommodated, the safety and effectiveness of the highway or road system was
greatly enhanced (Allaire, 2006).

The following measures of effectiveness are associated with how the

transportation facility relates to its context including its physical surroundings and
community function (Allaire, 2006).

Firstly, environmental and community resource preservation. Projects can

impact environmental and community resources to different degrees. In many
cases, highly‐effective projects minimize their impacts to these resources. GIS
and landscape analysis are helpful for considering the environmental and cultural

9
resource implications of a project. Traditional planning and design tools such as
plan, and cross‐section analyses can also be helpful.

Secondly, aesthetics and community enhancement. Aside from impacts to

nearby resources, transportation projects are an important aesthetic element
within their context. Well‐designed facilities can complement their surroundings
while poorly‐ designed projects can be a detriment to the visual experience of
users and facility neighbors. Some community enhancement projects are
proposed specifically to improve the aesthetics of a facility within a community.
Visualization techniques including three‐dimensional modeling and landscape
analysis are helpful for considering the aesthetic implications of a project.
Traditional planning and design tools such as plan, and cross‐section analyses
can also be helpful.

Thirdly, economic development. Economic development is often an

important consideration in project planning and design. Some projects are
proposed specifically to spur economic development. In other cases, there is
concern around the development implications of a project, such as sprawl.
Economic impact and land use analyses can help in the evaluation of the
economic development potential and land use implications of projects.

Fourthly, environmental justice. Projects can serve or impact individual

communities and demographic groups disproportionately. Demographic analyses
based on race, income, and other factors can be helpful to understand and
address these differential impacts. A project should provide a choice of modes
based on the economic conditions and typical incomes of specific communities.

Fifthly, impact mitigation. Some projects are proposed specifically to

address environmental or community impacts of existing transportation facilities.
For example, noise walls are often proposed to shield sensitive land uses from
highway noise. Many of the planning and visualization techniques described
above are available to assess the effectiveness of these project elements.

10
Additionally, environmental monitoring and modeling techniques for noise,
vibration, and air quality can be helpful.

Lastly, accessibility. The federal Americans with Disabilities Act requires

that public entities such as the City provide accessible sidewalks and curb cut
ramps. Access features are an important part of any project that includes
pedestrian facilities.

The lowering of operating speeds was often the appropriate solution to

addressing safety problems. Such problems typically involve vehicle conflicts
with pedestrians, bicyclists, and school children. Research had shown that
measurable reductions in operating speeds were possible through traffic-calming.
A local road or street, and in some instances other roadways that function as a
local road or street, may have been existing operating speed far in excess of the
speed limit or the target speed. In these cases it was acceptable, and consistent
with good engineering practice, to develop a design that will lower the operating
speed. (Allaire, 2006)

For the most part, the design speed chose for traffic calming elements
ought to be steady with the objective speed for the passage all in all. The traffic
calming elements ought not bring about working paces significantly lower than
the objective speed at specific focuses along the hall and higher speeds
somewhere else. Choice of a sensible design speed for traffic calming elements,
determination of sort of components, and the dispersing of traffic calming
elements could help accomplish the coveted uniform decrease in working pace
along a roadway.

In order to further explain the given study, the researchers have surveyed
and analyzed several articles which is connected to the factors in planning and
conceptualizing of a road network. Beneficial studies and written works are
involved in constructing a new highway network. Certain laws, policies, and city
ordinances are also applied which would influence the study.

11
 Paul Manda (2012) stated that data collection methods and activities and
activities employed in the process were: review of relevant laws and regulations
and documents; community meetings and consultations; key interviews and
discussions; household and population census surveys, focus group discussions
and use of maps and field surveys. These mixed method approaches employed
both qualitative and quantitative data gathering techniques. Along with it,
reviewing of documents was also needed such as the Philippines laws and
policies. According to the Philippine Republic Act No. 10752, in cases involving
the acquisition of right-of-way site or location for any national government
infrastructure project, the researchers and the implementing agency should take
into account the ecological and environmental impact of the project. Before any
national government project could be undertaken, implementing agency should
consider environmental laws, land use ordinances and all pertinent provisions of
Republic Act No. 1760 or the Local Government Code of 1991.

In a publication of the US Department of Transportation updated on

January 2017, they stated that it was important to look ahead during the planning
stage and consider the potential impact that a proposed facility or improvement
may have while the project was still in the conceptual phase. During planning,
key decisions were made that will affect the limit of design options in subsequent
phases. Factors included in planning were physical characteristics, safety, cost,
environmental quality, historic and scenic characteristics, and multimodal
consideration.

The following reviewed literatures discuss about how road and

transportation affects tourism and how tourism will affect and influence the
economy of a country.

According to Li Jun, et al 2015. The transportation infrastructure always

plays an important role in the development of the local tourism. A system
dynamics method incorporated with a destination choice model is proposed in
this paper to analyze the dynamic impacts of transportation infrastructure on the

12
tourism development, where multiple tourism destinations share a common
market.

According to John Ripton 2013. The national government finances the

construction of roads and other projects to promote the region’s tourism industry,
but critical public health and environmental issues receive inadequate attention.
This research highlights the challenges tourism and globalization present to the
economic development of an impoverished community.

CHAPTER 3

RESEARCH METHODOLOGY

3.1 Research Design

Comparative descriptive method of research was used in the study since

the researchers aimed to propose the best possible route from the chosen three
routes. The researchers had conducted a route survey to assess the cost of
construction as well as accessibility of the route itself.

The basis for the chosen route was to give recommendation on the best
route from the given options.

3.2 Research Environment

The routes that had been surveyed were limited within the area of
Barangay Gimarco, Tabango, Leyte and Barangay Palid I, Leyte, Leyte.

13
 Figure 2: Location of the Study

3.3 Research Procedure

The researchers had gathered the contour and elevations for the most
suitable course of the proposed road. Google Earth Pro serves as the source of
these data because the map was regularly updated and April 4, 2017 was its
latest update. The researchers had visited the site and had performed
reconnaissance survey in order to assess the environment. The data gathered of
the proposed road will be plotted using AutoCAD Civil 3D.

After mapping out the course of the street, existing street systems were
used by the researchers to boost the capability of the street and to limit the
conceivable influenced territories, especially the obtaining of street right-of-ways,
were limited.

14
 In considering the slope and the distance, the contour and elevation data
were used. The standards set by the Department of Public Works and Highways
were strictly followed.

Assurance of access streets on specific vital spots that contribute for the
benefit of all on all angles influenced by the development of the street was
likewise decided. After all these, examination of the most ideal route was made
to decide the viability to work of building the street.

CHAPTER 4

PRESENTATION, ANALYSIS AND INTERPRETATION OF DATA

4.1 Deliberation for Choosing the Proposed Route

After surveying and considering obstructions and marketing of roads, the

researchers have come up with three (3) routes: 1) Tabango, Leyte to Gimarco
Falls; 2) Brgy. Palid 1, Leyte, to Gimarco Falls; and 3) Leyte, Leyte to Gimarco
Falls. Out of the routes designed, only one will be chosen as the most cost-
effective, innovative, and efficient; thus, to ensure full efficacy of the route to be

15
selected, each of the routes’ advantages and disadvantages will be deliberated.
Factors affecting the maximum efficacy of the route will be: 1) mode of
transportation, 2) public services, 3) accessibility, 4) job employment, and 5)
project cost.

A. Route 1 (Gimarco, Leyte to Gimarco Falls)

Figure 3.

There are two (2) routes to reach the district of Gimarco Falls. First by
bus/van from Ormoc City or Tacloban City, Leyte to Tabango, Leyte; second by
motorcycle from Tabango, Leyte to Brgy. Gimarco, Tabango, Leyte. In terms by
the mode of transportation, riding by motorcycle has a lesser cost compared to
riding by bus/van. Out of the three (3) surveyed routes, the first route is the most
accessible by motorcycle thus, generating lesser cost for the people visiting the
area which is highly ideal since lesser cost for gratifying sceneries draw attention
to the masses. However, in this route, the public services of Barangay Gimarco is
not exactly accessible to the visitors and the whole community of Barangay
Gimarco, therefore contributes distress to people who are in need of the public

16
services. Moreover, the designed route has an extensive length, thus requires
extortionate budget.

B. Route 2 (Barangay Palid 1, Leyte, Leyte to Gimarco Falls)

Figure 4.

In terms by the mode of transportation, the second route is accessible by

either motorcycle or van since the route starts at the middle of Barangay Gimarco
and Barangay Palid 1. It has also been observed there were not much of
residences settling around the area where the routes started. Moreover, the
designed route was shorter than the first route but still more lengthy than the third
route. These situations minimize the efficacy of the route and makes the route
the least desirable choice.

C. Route 3 (Barangay Palid 1, Leyte, Leyte to Gimarco Falls)

17
 Figure 5.

This route is highly accessible by the use of van which travels from Ormoc
City or Tacloban City to Brgy. Palid 1 Leyte, Leyte, thus, lessens the cost to be
spent for the visitors and the people around the residence. Also, if this route is to
be constructed, the public services of Barangay Palid 1 will be highly accessible
since the route will be starting exactly at the main road of Barangay Palid 1. This
route will also give the community an opportunity generate income by marketing,
that is, selling raw and/or processed materials, along the route.

Criteria Route 1 Route 2 Route 3

Mode of Van Van Van

Transportation (Fare: PHP 150.00) (Fare: PHP 150.00)
(Fare: PHP 150.00)

Motorcycle:

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 (Fare: PHP 50.00)

Project Cost PHP 15, 401,053.61 PHP 10, 283,055.62 PHP 8, 578,429.96

Public Accessible for Accessible for Accessible for

Services Barangay Gimarco Barangay Gimarco Barangay Palid 1
and Barangay Palid
1

Accessibility Guests and Guests and Guests and

community can community cannot community can
access access access

Job Marketing along the Marketing along the Marketing along the
Opportunity route is average route is not feasible route is highly
feasible feasible

Table 1. Summary of Factors Affecting the Routes’ Efficacy

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 CHAPTER 5

SUMMARY OF FINDINGS, CONCLUSION AND RECOMMENDATIONS

5.1 Summary of Findings

The total span of all route surveyed 2,580 meters, the span of routes 1, 2
and 3 are 1,260 meters, 680 meters and 640 meters respectively. The width of
road is 6.1 meters as a standard width in the Department of Public Works and
Highways of a tourism road. This 6.1 meters only includes the pavement of the
road. The maximum grade of the topography of each route are 26.34%, 25.97%
and 23.52%. With regards to costing, the drainage and slope protection
structures and the miscellaneous structures are not include. The calculated
budget of routes 1, 2 and 3 are PHP 15, 401, 053. 61, PHP 10, 283, 055. 62, and
PHP 8, 578, 429.66 respectively.

5.2 Conclusion

Based on Table 1, the researchers concluded that ROUTE 3 is the best

route to be proposed for a tourism route to Gimarco Falls. In terms of mode of
transportation, it has the lowest fare among the three routes, has the least project
cost, is highly accessible to Public Services, and the marketing is highly feasible
thus it will open a lot of job opportunities for the community situated in the
barangay.

5.3 Recommendations

With respect to the gathered data and computations, the researchers

recommend that studies with regards to soil exploration and hydraulic
investigation should be made. It is also recommended to build retaining walls on
specific areas along the road that is highly prone to soil erosion. Additional
structures should also be added such as drainage and railings on both sides of
the road. During repair of damaged portions of the road, it is a must to use
standard materials specified by the Department of Roads and Highways.

20
 With strict maintenance policy and structures recommended, it would
lengthen the operational period of the road as well as provide safer passageway
from and to Gimarco falls.

21
 BIBLIOGRAPHY

Books:

Dorothy P.B.W, Thieken S.L (2011). Trade-off Considerations in Highway

Geometric Design

Awit B.K., Bartido P.R., Cabanit J.M., Lamano D., Pono A., San Nicolas M.A.
(2018) A Proposed Route for the Cebu Trans-Axial Highway
Linking Carcar- Barili Road and San Fernando, Cebu

Electronic Journals/ Sources:

Oad, Pardeep K. (2016) Innovation in the Road Construction Sector and its

Benefits to the Industry. Masters by Research Thesis,
Queensland University of Technology.

Manley, Karen, Blayse, Aletha M. (2004) Innovation in the Australian Road

Construction Industry – Making Better Use of Resources. In New
Zealand Institute of Highway Technology, Towards Sustainable Land
Transport Conference, 21-24 November, 2004, Wellington, New
Zealand.

Curicureanu M.S (2012) Importance of Road Infrastructure In Rural Development

Botasani

Xiao S. et al. (2012) Forest Recreation Opportunity Spectrum in the Suburban

Mountainous Region of Beijing.

Orr, David M.R et al. (2016) Regulation Mobility in the Peruvian Andies.

Li J., Zhang W., Xu H., Jiang J. (2015) Dynamic Competition and Cooperation of
Road Infrastructure Investment of Multiple Tourism Destination: A Case
Study of Xidi and Hongcun World Cultural Heritage.

Ripton J. (2013) Developing Paradise: Tourism, the Local Community, and

Nature in Las Terrenas, Domincian Republic.

Yotsumoto Y. (2013) Formalization of Urban Poor Vendors and their

Contribution to Tourism Development in Manila, Philippines.

Funk & Wagnalls (2017) Transportation

Pons A., Salamanca O.R., Murray I. (2014) Tourism Capitalism and Island
Urbanization

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 APPENDIX A

LETTER OF TRANSMITTAL

September 7, 2018

Hon. Bernard Jonathan M. Remandaban

Municipal Mayor
Brgy. Poblacion, Tabango
Leyte, Philippines 6536

Dear Mayor Bernard,

We are writing to you about our thesis proposal which is entitled A

PROPOSED TOURISM ROAD TO GIMARCO FALLS. The purpose of writing
this letter is to formally have your permission to conduct site visitation,
topographic survey, and to acquire the necessary equipment in conducting our
field activities. We are so very hopeful that your offices can guide us in this study.
This study will help our future career as an engineer. Our thesis proposal will
conduct a survey to obtain three possible routes, and out these three, the best
possible route shall be used in implementing the given plans. After the approval
of our thesis proposal in our school, we will be submitting a copy of our study in
your office for implementing purposes. We hope that you will grant us of your full
support in this proposal.

Respectfully yours,
The Researchers

GRAHAM RUSSELL CEBA NESSEL CHRISTIAN LABAJO

GLENN EPHRAIM MANALILI JADE CARMEL MATIVO

23
DEXTER JAMES MECARES DAVE REGALADO
APPENDIX F

CURRICULUM VITAE

CEBA, GRAHAM RUSSELL S.

Address : Brgy. Binabao Bantayan

Cebu, Philippines
Contact No. : 09565376264
Email : grahamceba@gmail.com

PERSONAL BACKGROUND

Gender : Male
Citizenship : Filipino
Civil Status : single

EDUCATIONAL BACKGROUND

Tertiary : Cebu Institute of Technology-University

N. Bacalso Ave., Cebu City
Bachelor of Science in Civil Engineering
2015-present
Secondary : Saint Paul Academy Brgy. Tikad Bantayan, Cebu
2011- 2015
Elementary : Bantayan Christian School Brgy. Tikad Bantayan, Cebu
2005- 2011

24
LABAJO, NESSEL CHRISTIAN C.

Address : Brgy. Cabancalan M.C

Cebu, Philippines
Contact No. : 09959041265
Email : nesselharden@gmail.com

PERSONAL BACKGROUND

Gender : Male
Citizenship : Filipino
Civil Status : single

EDUCATIONAL BACKGROUND

Tertiary : Cebu Institute of Technology-University

N. Bacalso Ave., Cebu City
Bachelor of Science in Civil Engineering
2015-present
Secondary : Saint Louis College- Cebu Brgy. Maguikay, M.C
2011- 2015
Elementary : Cabancalan Elementary School Brgy. Cabancalan M.C
2005- 2011

25
MANALILI, GLENN EPHRAIM

Address : Brgy. Punta Princesa

Cebu, Philippines
Contact No. : 09060835915
Email : glenncomidoy@gmail.com

PERSONAL BACKGROUND

Gender : Male
Citizenship : Filipino
Civil Status : single

EDUCATIONAL BACKGROUND

Tertiary : Cebu Institute of Technology-University

N. Bacalso Ave., Cebu City
Bachelor of Science in Civil Engineering
2015-present
Secondary : Cebu Institute of Technology-University
N. Bacalso Ave., Cebu City
2010- 2014
Elementary : Punta Princesa Elementary School
2004- 2010

26
MATIVO, JADE CARMEL P.

Address : Brgy. Poblacion Tabango

Leyte, Philippines
Contact No. : 09569886616
Email : jadecarmel@gmail.com

PERSONAL BACKGROUND

Gender : Female
Citizenship : Filipino
Civil Status : single

EDUCATIONAL BACKGROUND

Tertiary : Cebu Institute of Technology-University

N. Bacalso Ave., Cebu City
Bachelor of Science in Civil Engineering
2015-present
Secondary : Marcelino R. Veoso National High School
Sitio Otabon, Brgy. Poblacion Tabango, Leyte
2011- 2015
Elementary : Tabango Central Elementary School
Brgy. Poblacion Tabango, Leyte
2005- 2011

27
MECARES, DEXTER JAMES V.

Address : Brgy. Poblacion Argao

Cebu, Philippines
Contact No. : 09173376724
Email : djmecares20@gmail.com

PERSONAL BACKGROUND

Gender : Male
Citizenship : Filipino
Civil Status : single

EDUCATIONAL BACKGROUND

Tertiary : Cebu Institute of Technology-University

N. Bacalso Ave., Cebu City
Bachelor of Science in Civil Engineering
2015-present
Secondary : Saint Michael School
Brgy. Poblacion Argao, Cebu
2011- 2015
Elementary : Argao Central Elementary School
Brgy. Poblacion Argao, Cebu
2005- 2011

28
REGALADO, DAVE M.

Address : Brgy. Lutopan Toledo City

Cebu, Philippines
Contact No. : 09055214578
Email : Regaladodave29@yahoo.com

PERSONAL BACKGROUND

Gender : Male
Citizenship : Filipino
Civil Status : single

EDUCATIONAL BACKGROUND

Tertiary : Cebu Institute of Technology-University

N. Bacalso Ave., Cebu City
Bachelor of Science in Civil Engineering
2015-present
Secondary : De La Salle Andres Soriano Memorial College
Brgy. Lutopan Toledo City, Cebu
2011- 2015
Elementary : De La Salle Andres Soriano Memorial College
Brgy. Lutopan Toledo City, Cebu
2005- 2011

29
30
1. http://www.massdot.state.ma.us/highway/DoingBusinessWithUs/
ManualsPublicationsForms/ProjectDevelopmentDesignGuide.aspx

2. http://www.ct.gov/dot/lib/dot/documents/dpolicy/
norwalktranspmgmtplandot01020336/norwalk_tmp_chapter_1-2_-
_basic_design_controls.pdf
3. http://www.worldhighways.com/categories/maintenance-utility/features/
the-importance-of-road-maintenance/
4. https://books.google.com.ph/books?
id=6PeLjQX3_hgC&pg=PA16&dq=basic+design+controls&hl=en&sa=X&v
ed=0ahUKEwiAjK6eo9PcAhUHd94KHXr4AKEQ6AEIPDAE#v=onepage&
q=basic%20design%20controls&f=false
Trade-off Considerations in Highway Geometric Design By Paul B. W.
Dorothy, Stephen Lawrence Thieken

31